1243120 (1) 九、發明說明 【發明所屬之技術領域】 本發明是關於搭載了電池的電動車輛。 · 【先前技.術】 作爲先前技術，在專利文獻1中，是揭示有··在電池 _ 內部設置有用來儲存電池的使用經歷等資料的記憶H，I 藉由外部的裝置，來讀取出記憶體內所儲存的資料。 [專利文獻1】 日本特開2 0 0 3 — 1 2 3 8 4 8號公報 [發明內容】 (發明欲解決的課題） 可是，在專利文獻1的構造中，需要特別的裝置，來 讀取出電池內部所儲存的關於電池的資訊，當使用於收容 空間較小的機車等情況，則會有必須新設置用來安裝特別 馨 的裝置的空間這樣的課題。 . 對於機車’雖然具備有用來顯示總行駛距離/旅程行 胃 駛距離的機能，而用來儲存這些行駛距離的資料的記憶體 ，是設置在車速表的顯示部內，而將具有相同機能的用來 儲存電池的使用經歷的記憶體分別獨立設置的方式，對於 · 收容空間較小的機車，會有要改善其空間效率的課題。 · 本發明’爲了解決上述課題，其目的要提供一種電動 車輛，不需要設置特別的裝置就可以讀取出關於電池的資 -4- (2) (2)1243120 訊’藉由將分開於車輛裝置所儲存的資料，集中保管在一 處記憶區域，而能達到使空間利用更有效率的目的。 (用以解決課題的手段） 第1發明，是具備有：對驅動輪施加動力的電動機（ 例如’實施方式的電動機i 〇 〇 )、對上述電動機供給電力 的電池（例如，實施方式的電池丨8 )、對上述電動機進行 驅動控制的驅動器（例如，實施方式的驅動器1〇3)、用 來進行關於上述電池的充放電動作的控制的控制部（例如 ’實施方式的電池管理單元2 5 )、用來顯示關於車輛的預 定的資訊的顯示部（例如，實施方式的車速表4 0 0 )的電 動車輛’上述控制部，是根據以上述驅動器所檢測的上述 電動機的車速脈衝，求出：車速、總行駛距離、旅程行駛 距離’並且使用通訊手段（例如，實施方式的通訊埠2 5 〇 )’將車速、總行駛距離、旅程行駛距離的資訊、以及關 於電池的充放電動作的資訊顯示在上述顯示部。 控制部，根據從驅動器所收訊的車速脈衝，求出車速 、總行駛距離、旅程行駛距離，並且使用通訊手段，將車 速、總行駛距離、旅程行駛距離的資訊、以及關於電池的 充放電動作的資訊顯示在顯示部，而可以得到以下的三個 作用及效果。 第一個作用及效果，駕駛者在顯示部可確認關於電池 的使用經歷的資訊，而對於確認關於電池的使用經歷的資 訊的動作，並不需要外部的特別裝置。 (3) (3)1243120 第二個效果，在控制部的記憶體，可同時儲存：關於 電池的使用經歷等的資訊、以及總行駛距離及旅程行駛距 離的資訊，在車速表的顯示部內不需要用來儲存總行駛距 離、旅程行駛距離的記憶體，而會有使空間利用更有效率 '且可減少成本的效果。 第三個作用及效果，在上述控制部可集中進行電池的 充放電控制、或車速控制，會有能容易進行系統全體的設 計、及維修動作的效果。 第2發明，是針對第1發明，上述控制部，是根據以 上述驅動器所檢測出的車速脈衝，來計算出剩餘行駛距離 〇 在控制部，是根據以驅動器所檢測出的車速脈衝來求 出車速，根據其數値、與控制部的記憶體所儲存的電池剩 餘量資訊、及從電池所讀取出的電池的電壓與電流的値來 計算出剩餘行駛距離，發訊到車速表，以車速表的顯示部 來顯示。藉此，駕駛能一邊看到距離數値也就是剩餘行駛 距離，一邊行駛，具有能夠根據距離來進行行駛計畫的效 果。 第3發明，是針對第1或第2發明，上述驅動器，當 檢測出異常情形時，將上述車速脈衝的負載率變更爲預定 的値而將其發訊到上述控制部，上述控制部會判斷出異常 狀況而將異常狀況顯示在上述顯示部。 在驅動器的自我檢測機能，當檢測出驅動器故障時， 會將車速脈衝的負載率變更爲預定的値而將其發訊到控制 -6 - (4) 1243120 部，所以不需要追加新的用來傳輸故障情況的線路，而具 有可維持空間的利用效率的效果。並且，可將驅動器故障 的檢測資訊通過線路而顯示在車速表的顯示部，而具有能 夠迅速地將故障狀態傳達到駕駛者的效果。 (發明效果） 該發明藉由上述構造而可發揮如下述的效果。 第1發明的電動車輛，控制部，根據從驅動器所收訊 的車速脈衝，求出車速、總行駛距離、旅程行駛距離，並 且使用通訊手段，將上述車速、上述總行駛距離、上述旅 程行駛距離的資訊、以及關於電池的充放電動作的資訊顯 示在上述顯示部，而可以得到以下的三個作用及效果。 第一個作用及效果，駕駛者在顯示部可確認關於電池 的使用經歷的資訊，而對於確認關於電池的使用經歷的資 訊的動作，並不需要外部的特別裝置。 第二個效果，在控制部的記憶體，可同時儲存：關於 電池的使用經歷等的資訊、以及總行駛距離及旅程行駛距 離的資訊，在車速表的顯示部內不需要用來儲存總行駛距 離、旅程行駛距離的記憶體，而會有使空間利用更有效率 、且可減少成本的效果。 第三個作用及效果，在控制部可集中進行電池的充放 電控制、或車速控制，會有能容易進行系統全體的設計、 及維修動作的效果。 第2發明的電動車輛，在控制部，是根據以驅動器所 -7- (5) (5)1243120 檢測出的車速脈衝來求出車速，根據其數値、與控制部的 記憶體所儲存的電池剩餘量資訊、及從電池所讀取出的電 -池的電壓與電流的値來計算出剩餘行駛距離，發訊到車速 -表，以車速表的顯示部來顯示。藉此，駕駛能一邊看到距 離數値也就是剩餘行駛距離，一邊行駛，具有能夠根據距 離來進行行駛計畫的效果。 第3發明的電動車輛，在驅動器的自我檢測機能，當 檢測出驅動器故障時，會將車速脈衝的負載率變更爲預定馨 的値而將其發訊到控制部，所以不需要追加新的用來傳輸 故障情況的線路’而具有可維持空間的利用效率的效果。 並且’可將驅動器故障的檢測資訊通過線路而顯示在車速 表的顯示部，而具有能夠迅速地將故障狀態傳達到駕駛者 的效果。 【實施方式】 以下參照圖面來說明本發明的一種實施方式的電動車 · 輛。第1圖是該發明的一種實施方式的電動車輛的側面圖 · ’電動車輛1 〇，是由：可旋轉地安裝在車體框架11的前 ， 部的車把軸1 2、安裝在該車把軸1 2的上部的車把1 3、安 裝在車把軸1 2的下部的前叉1 4、安裝在該前叉丨4的下端 的則輪1 6、設置在車體框架1 1的中央部的腳踏地板1 7、 · 配置在該腳踏地板1 7的下方的電池1 8、1 8 (僅顯示前側 _ 的圖號1 8 )、在構成車體框架1 1的後部的座墊支柱2 1的 下邰安裝成可自由上下擺動的擺動式的動力單元22、安裝 -8- (6)1243120 於該動力單5 力單元22的 在座塾支柱 元2 5、配置 的尾燈2 6、 構成。 車體框I 把軸1 2的頭 車把1 3 從該臂部3 3 該車把支承年 有車把支承丰 可以使車體ί 〇 電池1 8 度收縮包住〖 〇 電池管ϊ 將其降壓爲] 、以及將電丨 的電機零件/ 也就是Ϊ 轉換器作成_ 元2 5，雖然 ΐ 2 2.的後部的作爲車輪的後輪2 3、架設於動 上部與座墊支柱2 1側的後避震單元24、安裝 2 1 @中間部的作爲電壓轉換部的電池管浬單 在S電池管理單元2 5的後方的作爲電機零件 以及安裝於座墊支柱2 1的上端部的座墊2 7所 3 1 1 ’是在前部具備有可自由旋轉地支承著車 管3 1。 ’是由：安裝在車把軸1 2的上端的臂部3 3、 朝上方延伸的車把支承構件3 4、以及安裝在 奪件3 4的上端的車把桿3 5所構成，藉由具備 奪件3 4 ’則可將頭管3 ϊ配置在較低的位置， I架1 1小型化，而可減輕車體框架1 1的重量 里單元2 5，是由：將商用電源整流爲直流電且 P頁定的電壓而讓電流流動於電池1 8的充電器 訪機驅動用的高電壓的電池電壓轉換成尾燈等 S的低電壓的D C — D C轉換器所構成。 兌，電池管理單元25，是以充電器與DC-DC 一體的構造。而在本實施方式中，電池管理單 是以充電器與DC — DC轉換器的一體式構造來1243120 (1) IX. Description of the invention [Technical field to which the invention belongs] The present invention relates to an electric vehicle equipped with a battery. [Prior art.] As a prior art, Patent Document 1 discloses that a memory H, I is provided inside the battery_ to store data such as battery usage history, etc., which is read by an external device The data stored in the memory. [Patent Document 1] Japanese Patent Laying-Open No. 2 0 3 — 1 2 3 8 4 8 [Summary of the Invention] (Problems to be Solved by the Invention) However, in the structure of Patent Document 1, a special device is required to read When the battery information stored in the battery is used in a locomotive with a small storage space, there is a problem that a space for installing a special device must be newly provided. For the locomotive, although it has a function to display the total travel distance / trip distance traveled, the memory used to store the data of these travel distances is set in the display section of the speedometer, and will have the same function. The way to store the memory of the battery usage experience independently is that there is a problem to improve the space efficiency of the locomotive with a small storage space. · The present invention 'in order to solve the above-mentioned problem, its purpose is to provide an electric vehicle, which can read the battery information without installing a special device. (4) (2) (2) 1243120 The data stored in the device is centrally stored in a memory area, which can achieve the purpose of making space use more efficient. (Means for Solving the Problems) A first invention is provided with a motor (for example, the electric motor of the embodiment “i00”) for applying power to the drive wheels, and a battery (for example, the battery of the embodiment) for supplying power to the electric motor. 8) a driver (for example, the driver 103 of the embodiment) for controlling the motor, and a control unit (for example, the battery management unit 2 5 of the embodiment) for controlling the charge and discharge operation of the battery "The control unit of an electric vehicle, such as a display unit (for example, the speedometer 4 0 0 of the embodiment) for displaying predetermined information about the vehicle, is based on the vehicle speed pulse of the motor detected by the driver, and obtains: Vehicle speed, total distance traveled, distance traveled, and using communication means (eg, port 2 5 of the embodiment) to display information on vehicle speed, total distance traveled, distance traveled, and information about charging and discharging of the battery On the display section. The control unit obtains the vehicle speed, the total travel distance, and the travel distance based on the vehicle speed pulses received from the driver, and uses communication means to transfer information on the vehicle speed, the total travel distance, and the travel distance, and the charging and discharging actions of the battery. The information is displayed on the display, and the following three functions and effects can be obtained. For the first function and effect, the driver can confirm the information on the battery usage history on the display section, and does not require an external special device to confirm the information on the battery usage history. (3) (3) 1243120 The second effect, in the memory of the control section, can simultaneously store: information about the battery usage history, etc., and information about the total distance traveled and the distance traveled by the journey, not in the display section of the speedometer Memory is needed to store the total distance traveled and the distance traveled, which has the effect of making space use more efficient and reducing costs. The third action and effect is that the above-mentioned control unit can perform centralized charge / discharge control or vehicle speed control, and has the effect that the entire system design and maintenance operations can be easily performed. The second invention is directed to the first invention. The control unit calculates the remaining driving distance based on the vehicle speed pulse detected by the driver. The control unit calculates the remaining driving distance based on the vehicle speed pulse detected by the driver. The vehicle speed is calculated based on its number, the remaining battery information stored in the memory of the control unit, and the battery voltage and current read from the battery to calculate the remaining driving distance. The display of the speedometer is displayed. As a result, the driver can drive while seeing the distance number, that is, the remaining driving distance, and has the effect of enabling a driving plan based on the distance. The third invention is directed to the first or second invention. When the driver detects an abnormal situation, it changes the load rate of the vehicle speed pulse to a predetermined value and sends it to the control unit. The control unit judges When an abnormal condition occurs, the abnormal condition is displayed on the display unit. In the driver's self-test function, when a driver failure is detected, the load rate of the vehicle speed pulse is changed to a predetermined value, and it is signaled to the control -6-(4) 1243120, so there is no need to add a new Transmission of faulty lines has the effect of maintaining space utilization efficiency. In addition, the driver failure detection information can be displayed on the display section of the speedometer via a line, which has the effect of quickly conveying the failure state to the driver. (Effects of the Invention) According to the present invention, the following effects can be exhibited by the above structure. In the electric vehicle according to the first invention, the control unit obtains the vehicle speed, the total travel distance, and the travel distance based on the vehicle speed pulse received from the driver, and uses the communication means to convert the vehicle speed, the total travel distance, and the travel distance The information on the battery and the charge / discharge operation of the battery are displayed on the display portion, and the following three functions and effects can be obtained. For the first function and effect, the driver can confirm the information on the battery usage history on the display section, and does not require an external special device to confirm the information on the battery usage history. The second effect can be stored in the memory of the control section at the same time: information about the battery usage history, etc., as well as information about the total distance traveled and the distance traveled by the journey. It is not necessary to store the total travel distance in the display section of the speedometer Memory for the distance traveled, which has the effect of making space use more efficient and reducing costs. The third action and effect is that the control section can perform centralized charge / discharge control or vehicle speed control, and has the effect that the overall system design and maintenance operations can be easily performed. In the electric vehicle according to the second invention, the control unit obtains the vehicle speed based on the vehicle speed pulse detected by the driver -7- (5) (5) 1243120, and stores the data in the memory of the control unit based on its number. The remaining battery information and the battery voltage and current read from the battery are used to calculate the remaining driving distance. The remaining distance is sent to the speedometer and displayed on the speedometer display. Thereby, the driver can drive while seeing the distance number, that is, the remaining driving distance, and has the effect of being able to carry out a driving plan based on the distance. The electric vehicle of the third invention has a self-test function of the driver. When a driver failure is detected, the load rate of the vehicle speed pulse is changed to a predetermined signal and transmitted to the control unit. Therefore, no new application is required It has the effect of maintaining the utilization efficiency of the space by transmitting the fault line. In addition, the detection information of the driver failure can be displayed on the display section of the speedometer through the line, and the effect of quickly conveying the failure status to the driver can be achieved. [Embodiment] An electric vehicle according to an embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a side view of an electric vehicle according to an embodiment of the present invention. "Electric vehicle 1 0" is rotatably mounted on a front and rear handlebar shaft 1 of a vehicle body frame 11. 2 is mounted on the vehicle. The handlebar 1 on the upper part of the shaft 1 2 3, the front fork 1 installed on the lower part of the handlebar shaft 1 2, the wheel 1 installed on the lower end of the front fork 丨 4, and the vehicle body frame 1 1 The foot floor 1 7 in the center, the batteries 1 8 and 18 arranged below the foot floor 17 (only the front side _ is shown as the drawing number 1 8), and the seat on the rear part constituting the body frame 11 The chin of the pad pillar 21 is installed as a swing-type power unit 22 that can swing freely up and down, and -8- (6) 1243120 is installed on the power sheet 5 of the seat unit 2 of the power unit 22 5. The rear lights 2 6 are arranged , Composition. Body frame I The handlebar 1 3 of the head 1 2 from the arm 3 3 The handlebar support year has a handlebar support and can make the body 〇 〇 The battery is contracted by 8 degrees 〖〇 Battery tube ϊ The step-down voltage is], and the electric motor parts / that is, the Ϊ converter are made into _ yuan 2 5, although ΐ 2 2. the rear part of the rear part is the wheel 2 3. it is set up on the moving upper part and the seat cushion support 2 1 The rear shock absorber unit 24 on the side and the battery tube installed as a voltage conversion unit at the middle part 2 are installed as motor parts at the rear of the S battery management unit 25 and a seat mounted on the upper end portion of the seat post 21 The pad 2 7 3 1 1 ′ is provided at the front portion with a vehicle tube 3 1 rotatably supported. 'Is composed of: an arm portion 3 3 attached to the upper end of the handlebar shaft 12, a handlebar support member 3 4 extending upward, and a handlebar lever 3 5 attached to the upper end of the grabber 3 4. With the grab part 3 4 ', the head tube 3 ϊ can be arranged in a lower position, the I frame 11 1 is miniaturized, and the weight of the body frame 1 1 can be reduced. The unit 2 5 is made by rectifying the commercial power supply to The direct current and the voltage set in P allow the current to flow through the battery 18, and the high-voltage battery voltage for driving the camera is converted into a low-voltage DC-DC converter such as a taillight. The battery management unit 25 has a structure in which a charger and a DC-DC are integrated. However, in this embodiment, the battery management sheet is based on the integrated structure of the charger and the DC-DC converter.
是以樹脂製的收縮包裝（shrink pack :以熱 包裝材料）來包住複數的圓柱狀的電池單元 · -9- (7) (7)1243120 說明，而當然，也可以將充電器與DC — DC轉換器作成不 同個體的構造。例如，也可以使充電器接近於電池1 8，使 D C — D C轉換器接近於尾燈等的電機零件。 4 1、42是安裝於車體框架1 1的前部的頭燈及主開關 ，43是覆蓋前輪16的上方的前擋泥板，44是覆蓋腳踏地 板1 7的下方的下外殼，4 7是側腳架，4 8是覆蓋後輪2 3 的上方的後檔泥板，5 1是安裝在尾燈2 6的下部的牌照， 5 2是收容於座墊2 7的下方的安全帽。 第2圖是顯不本貫施方式的電動車輛的車體框架的側 面圖，車體框架11，是由：上述的頭管31、從該頭管31 大致朝下方直直地延伸的下管6 1、從該下管6 1朝下方， 然後朝後方，再朝上方延伸的左右的一對下管部6 2、62、 安裝於該下管部62、62的上述的〈字型的座塾支柱21、 從該座墊支柱2 1的上端部朝後方延伸的座墊框架6 3、以 及從該座墊支柱2 1的中間部朝後方延伸的中間框架64所 構成。66、66、67、67、68、68 (分別僅顯示前側的圖號 66、67、68。）是補強構件，71是用來安裝動力單元22 (參照第1圖）的擺動軸而安裝於座墊支柱2 1的下端部 的動力單元支承構件。 奉昔由將車體框架11的頭管31、下管61、下管部62、 62及座墊支柱21分別形成爲U字型，且可作成對電動車 輛1 〇具有必要的機能且最單純的車體框架n，如第1圖 所不，以U字型的端部來支承車把1 3及座墊2 7，並且以 U字型的底部來支承腳踏地板1 7且收容電池丨8。 -10- (8) 1243120 第3圖是本竇施方式的電動車輛的俯視圖，是在作成 大致四角形的腳踏地板1 7的下方配置車體框架1 1的下管 ^ 部6 2、6 2，在該下管部6 2、6 2之間左右並排地配置電池 一 1 8、1 8。7 7是用來調整電動機（後面會敘述）的輸出的把 手，7 8、7 8是安裝於尾燈2 6的左右的方向燈。把手7 7， 是用來握住通常電動機車所使用的把手本體使其旋轉甩的 & 構造、或者也可以作成在 ATV ( All Terrain Vehicle :越 _ 野行駛用車輛）等所使用的柄式的構造（拇指撥動式油門 )° 第4圖是顯示本實施方式的電動車輛的車體框架的俯 視圖，藉由將車體框架1 1的座墊框架6 3作成圓形、橢圓 形、或是接近這些構造的形狀，將安全帽5 2 (參照第1圖 )的緣部鉤掛在座墊框架6 3的內側，以座墊框架6 3來保 持安全帽5 2。8 1 · · ( · •表示複數個，以下相同）是用 來在下管部62、62固定腳踏地板17 (參照第3圖）的安 裝於下管部62、62的第一托架，82 ··是用來在下管部 · 62、62固定腳踏地板17及下外殼44 (參照第1圖）的安 · 裝於下管部6 2、6 2的第二托架。 - 第5圖是顯示本實施方式的電動車輛所搭載的電池的 剖面圖，圖中的箭頭（front )是表示車輛前方（以下相同 )° * 電池1 8，是堆積了複數個作爲圓柱狀的鎳氫電池單元 -1 8 a .·，且以上述的收縮包裝1 8 b包住的構造，在收容 於電池箱8 8內的狀態’配置於腳踏地板1 7的下方。9 1是 -11 - 1243120 ⑼ 經由托架92安裝在其中一方的下管部62的力 器，9 3 ··是用來將腳踏地板1 7安裝在第二 而設置於腳踏地板1 7的安裝部。 第6圖是本實施方式的動力單元的第一側 示相對於動力單元22從與後輪23 (參照第i 來觀察的圖面。 動力單元22，是在後半部收容著電動機] 該電動機1 〇 〇的輸出軸1 01連結在後輪2 3 (參 的車軸1 〇2，在前半部，是安裝著：用來控制 機1 0 〇的電力，也就是控制對電動機1 〇 〇的驅 1 0 3、以及附設於該驅動器1 0 3的整流用電容； 是用來收容整流用電容器104的電容器殼體。 該動力單元22的動力傳達方式，是將來 1 0 0的輸出經過減速機構（後面會敘述）將其 23的哀減式構造。而驅動器 103，是以功率It is explained that a plurality of cylindrical battery cells are packed in a shrink pack made of resin. (9) (7) (7) 1243120 Of course, the charger can also be connected with DC — DC converters are constructed as different individuals. For example, the charger may be made close to the battery 18, and the DC-DC converter may be made close to a motor part such as a tail light. 4 1 and 42 are headlights and a main switch installed at the front of the body frame 11, 43 is a front fender covering the upper part of the front wheel 16, 44 is a lower case covering the lower part of the foot floor 17, 4 7 is a side leg, 4 8 is a rear fender covering the upper part of the rear wheel 2 3, 5 1 is a license plate installed at the lower part of the tail light 26, and 5 2 is a hard hat accommodated under the seat cushion 2 7. FIG. 2 is a side view showing a body frame of an electric vehicle according to the present embodiment. The body frame 11 is composed of the head pipe 31 described above and a lower pipe extending substantially straight downward from the head pipe 31. 6 1. A pair of left and right lower tube portions 6 2, 62 extending downward from the lower tube 61, then rearward, and upward, and the above-mentioned <shaped seat mounted on the lower tube portions 62, 62. The yoke pillar 21, a seat cushion frame 63 extending rearwardly from the upper end portion of the seat cushion pillar 21, and a middle frame 64 extending rearwardly from the middle portion of the seat cushion pillar 21. 66, 66, 67, 67, 68, 68 (Only the front figures 66, 67, and 68 are shown.) Are reinforcement members, 71 is a swing shaft used to mount the power unit 22 (see Figure 1), and is mounted on A power unit support member at a lower end portion of the seat cushion pillar 21. In the past, the head tube 31, the lower tube 61, the lower tube portions 62, 62, and the seat cushion pillar 21 of the vehicle body frame 11 were respectively formed into a U-shape, and can be made to have the necessary functions for an electric vehicle 10 and the simplest. The body frame n, as shown in FIG. 1, supports the handlebars 13 and the seat cushions 27 with U-shaped ends, and supports the footboard 17 with a U-shaped bottom and accommodates batteries 丨8. -10- (8) 1243120 FIG. 3 is a plan view of the electric vehicle according to the present sinusoidal embodiment, and a lower tube of a vehicle body frame 1 1 is arranged under a foot plate 17 formed in a substantially quadrangular shape ^ Section 6 2, 6 2 Batteries 1 8 and 1 8 are arranged side by side between the lower tube part 6 2 and 6 2. 7 7 are handles for adjusting the output of the motor (described later), and 7 8 and 7 8 are installed on The left and right side lights of the tail lights 26. The handle 7 7 is a & structure for holding and turning the handle body commonly used in electric vehicles, or it can also be made into a handle type used in ATV (All Terrain Vehicle). Structure (thumb-throttle type throttle) ° FIG. 4 is a plan view showing a body frame of an electric vehicle according to the present embodiment. By making the seat cushion frame 6 3 of the body frame 1 1 into a circular, oval, or The shape is close to these structures, and the edge of the helmet 5 2 (see FIG. 1) is hooked to the inside of the seat cushion frame 63, and the seat cushion frame 6 3 holds the helmet 5 2. 8 1 · · ( ··········································· The second tube brackets 62 and 62 fix the footboard 17 and the lower case 44 (see FIG. 1) to the second brackets of the lower tube sections 6 and 62. -Figure 5 is a cross-sectional view showing a battery mounted on an electric vehicle according to this embodiment. The arrow (front) in the figure indicates the front of the vehicle (the same applies hereinafter). * The battery 18 is stacked in a cylindrical shape. The structure of the nickel-metal hydride battery unit 1 8 a..., And being wrapped in the above-mentioned shrink-wrapped package 1 8 b is placed under the footboard 17 in a state of being housed in the battery box 88. 9 1 is -11-1243120 ⑼ A force device attached to one of the lower tube portions 62 via the bracket 92, 9 3 ··· It is used to attach the foot floor 1 7 to the second and to the foot floor 1 7 Mounting section. FIG. 6 is a first side view of the power unit according to the present embodiment, viewed from the rear wheel 23 with respect to the power unit 22 (see the i-th view. The power unit 22 houses a motor in the rear half) The motor 1 〇〇 output shaft 1 01 is connected to the rear wheel 2 3 (reference axle 1 〇2, in the front half, is installed: to control the power of the machine 100, that is, to control the drive 1 to the motor 100 3, and a rectifying capacitor attached to the driver 103; is a capacitor case for accommodating the rectifying capacitor 104. The power transmission method of the power unit 22 is that the output of 100 in the future passes through a reduction mechanism (back (Narration) will reduce its 23-type structure. The driver 103 is based on power
Effect Transist或（場效電晶體））等的開關 〇 1 〇 6是構成用來將後輪2 3進行制動的鼓式 臂，1 〇 7是安裝在刹車臂1 0 6的前端的調整構 連結於調整構件1 0 7並且連結於刹車柄（沒有 索’ 111是可自由移動地收容鋼索108的外纜 住煞車柄，經由鋼索1 〇 8、調整構件1 〇 7來使 擺動，使在刹車臂1 0 6的旋轉軸也就是刹車軸 所設置的凸輪構件旋轉，以凸輪構件來使來令 「向燈用繼電 托架82 .. 丨面圖，是顯 圖）相反側 [〇 〇，並且將 照第1圖） 供給到電動 動的驅動器 器 104〇 188 自於電動機 傳達至後輪 FET ( Field 構件所構成 刹車的刹車 件，108是 圖示）的鋼 索，藉由握 刹車臂1 0 6 1 〇 9的前端 片（詳細情 -12- (10) (10)1243120 开夕後面會敘述）按壓在刹車鼓（詳細情形後面會敘述）， 來將後輪2 3進行制動。調整構件1 〇 7，是用來調整刹車臂 106的初期的角度的構件。191是用來安裝後避震單元24 (參照第1圖）的下端所設置的避震器下端安裝部。丨9 8 是經由擺動軸來安裝在車體框架1 1 (參照第2圖）側的動 力單元支承構件7 1 (參照第2圖）的框架安裝部。 在本實施方式中，是使電動機1 0 0的輸出軸1 〇 1朝向 車軸1 02的斜後上方偏置的構造。藉由以這種方式配置輸 出軸101與車軸102，可以縮短車體前後方向的長度，可 讓車體小型化。而也可將輸出軸1 0 1配置在車軸1 02的斜 前上方。 第7圖是第6圖的8 — 8線剖面圖，動力單元2 2，是 具備有：用來收容電動機的單元殼體121、安裝在該 單元殻體121的側面的鼓式刹車裝置122、以及安裝於該 鼓式刹車裝置1 2 2的上述的車軸1 〇 2。 單元殼體1 2 1 ’是由：後輪2 3側的殼體主體1 2 5、以 及以螺栓126. ·(在圖中僅圖示有一支）安裝在該殼體 主體1 2 5的開口側的殼體外殻1 27所構成，是分割爲兩部 分的構件。 電動機100，是由：安裝在殼體主體125的定子131 、經由軸承1 3 2、1 3 2可旋轉地安裝在單元殼體1 2 1的上 述輸出軸1 0 1、以及以花鍵結合方式安裝在該輸出軸1 〇 1 的轉子1 3 4所構成，是外轉子型式的構造。1 3 7是形成於 輸出軸1 0 1的前端的齒部’ 1 3 8是防塵密封構件。 -13- (11) (11)1243120 鼓式刹車裝置122，是以螺栓l44 ..安裝在殼體主 體125的內側面125a的裝置，是由：與殼體主體125共 同地以軸承1 4 5、1 4 5可旋轉地支承車軸1 〇 2的基部1 4 6、 可旋轉地安裝於該基部1 4 6，並且在其中一端部安裝刹車 臂1 〇 6的上述刹車軸1 〇 9、安裝在該刹車軸1 〇 9的另一端 部的凸輪構件（沒有圖示）、藉由該凸輪構件的旋轉而被 按壓而開啓於直徑方向外側的來令片1 5 1、將該來令片 1 5 1抵接在其內面部的杯狀構造上的刹車鼓丨5 2、以及上 述的刹車臂1 0 6所構成。 車軸102，是形成有：嚙合於輸出軸1〇1的齒部137 的齒部1 5 5、以及用來結合後輪2 3的公花鍵部1 5 6。1 5 7 是設置在基部1 4 6與車軸1 0 2之間的防塵密封構件，1 8 6 是讓車軸1 〇 2通過的孔部。 具備有上述齒部1 3 7的輸出軸1 0 1、與具備有齒部 1 5 5的車軸1 〇2，是構成減速機構1 5 8的構件。 後輪2 3，是由：安裝於車軸1 〇 2的車輪部1 6 1、與安 裝於該車輪部1 6 1的外周部的輪胎部1 6 2所構成。 車輪部1 6 1，是由：以形成了結合於車軸1 〇 2的公花 鍵部156的母花鍵部165的轂部166及杯狀的鼓部167所 構成的上述刹車鼓1 5 2、安裝於該刹車鼓1 5 2的外周面 1 5 2 a的碟片部1 6 8、以及安裝於該碟片部1 6 8的外周部的 輪圈部1 7 1所構成。1 7 3、1 7 4是用來將後輪2 3安裝在車 軸102的墊片及螺母。 接下來更詳細地針對第7圖所示的動力單元2 2的構 -14- (12) (12)1243120 造來加以說明。 車輪部1 6 1，其中心側（也就是鼓部1 6 7側）是從後 輪2 3的車寬方向的中心朝向電動機1 0 〇的相反側突出。 也就是說，後輪2 3的作爲旋轉中心部的轂部1 6 6是偏置 的狀態。 在如上述偏置設置的車輪部1 6 1內，是藉由將設置在 電動機100與後輪23之間的減速機構158以陷入的方式 進行配置，即使採用所謂的衰減式的動力單元22，也可以 縮小動力單元22相對於後輪23的朝向車體側邊的突出量 。因此，可以將動力單元2 2與後輪2 3在車寬方向配置在 略中心處。 接著，針對從後輪2 3對電動機1 0 0進行的動力傳達 來加以說明。 藉由來自於驅動器1 0 3的控制來將驅動電流供給到定 子1 3 1。驅動電流的控制，是進行例如PWM ( Pulse Wide Modulation :脈衝頻寬調變）的控制。 所謂的P WM控制方式，是將脈衝狀電壓施加在電動 機 1 〇 〇，並且使其脈衝的Ο N與0 F F的間隔的比率（負載 率）變化，來控制電動機 1 〇 〇的轉數（及扭力）的方式 〇 藉由上述的P WM控制，利用在定子丨3 1的周圍所產 生的旋轉磁場來讓轉子1 3 4旋轉，而伴隨著讓輸出軸1 〇 1 旋轉。來自於輸出軸1 0 1的動力，會經由齒部1 3 7及齒部 1 5 5而被減速，而對車軸1 〇 2進行傳達。以這種方式，讓 -15- (13) (13)1243120 來自於電動機1 0 0的動力被減速而對後輪2 3進行傳達。 在本實施方式中，雖然是顯示了使用輸出軸101與車 軸1 0 2的減速比爲固定的減速機構，而也可以用其他的變 速機使來自於電動機1 00的動力變速來將其對後輪23進 行傳達的構造。作爲這種減速機構，例如也可以使用無段 變速機。 本實施方式的電動車輛，也具有再生充電機構。也就 是說，當使鼓式刹車裝置、前輪用刹車裝置等作動而使電 動車輛1 0減速時，電動機〗〇 〇的機能，會作爲發電機驅 動，在減速時，將從後輪2 3傳達到電動機1 〇 〇的旋轉力 轉換成電能量，然後將其儲存在電池1 8、1 8。 第8圖是本實施方式的電動車輛的車把桿3 5所具備 的牽車用開關3 5 a及把手7 7的立體圖，把手7 7是以上述 的柄式拇指撥動式油門的構造所構成。當駕駛者進行牽車 控制時所按下的牽車開關3 5 a，是以上開關殻體3 5 b、下 開關殼體35c而被固定在車把桿35。 第9圖是本實施方式的電動車輛的車速表4 〇 〇的顯示 部的俯視圖。4 0 0 a是表示電池殘餘量，隨著電池的殘餘量 減少而讓塊狀燈數量減少’是讓駕駛者知道剩餘量的電池 剩餘量顯示部。400 b是速度顯示部，是以數位方式來顯示 速度。4〇〇c是以數位方式來顯示總行駛距離、旅程行駛距 離、及剩餘行駛距離的距離顯示部，駕駛者可以用開關 4 〇 〇 d與開關4 0 0 e來切換總行駛距離、旅程行駛距離、及 剩餘行駛距離。400f，是當驅動器1〇3檢測出電動機1〇〇 -16- (14) (14)1243120 過熱或電流過大而判斷爲故障時所點亮，爲了讓駕駛者產 生注意的異常顯示部。4 0 〇 g雖然是與4 0 〇 a相同用來顯示 電池殘餘量，而是例如當電池殘餘量低於2 0 %時會點亮， 而警告駕駛者的電池殘餘量警告顯示部。 第1 〇圖是本實施方式的電動車輛的電路圖。以下， 針對電池管理單元2 5的埠部與其他裝置的連接情形來加 以說明。主開關4 2，是與電池管理單元2 5的起動埠2 5 a 、防盜埠2 5 b連接著。主開關4 2，是經由保險絲4 1 6而被 連接在第1 〇圖的左側電池1 8的負極與右側的電池1 8的 正極之間所連接的線路，其線路是分歧而連接在電壓檢測 埠2 5 c。電池1 8、1 8的溫度保險絲1 8 c、1 8 c是串聯連接 ，其中一端是連接在充電埠2 5 d，其線路也分歧而連接在 電壓檢測埠2 5 c。 電池1 8、1 8的熱敏電阻1 8 d、1 8 d的各一端是與溫度 檢測ί阜2 5 e連接，各另一端是連接於G N D ί阜（接地埠部 )2 51。是將電流計4 〇 6安裝成：捆束著：連接著電池i 8 的負極與驅動器1 0 3的負極的線路、以及連接在熱敏電阻 1 8 d ,與G N D ±阜2 5 1的線路，電流計4 〇 6是連接於電流檢測 埠2 5 f。輸出璋2 5 h，是連接在電動車輛的尾燈2 5與車速 表4 0 〇與方向燈用繼電器9 1的其中一端’是經由開關4 i 8 連接在頭燈4 1的其中一端’是經由開關4 2 4、4 2 6連接在 刹車燈26a的其中一端’是經由開關422連接在喇叭4〇2 的其中一端。方向燈用繼電器9 1的另〜端，是經由開關 420而連接在方向燈78、78的其中一端。GND埠25g，是 -17- (15) (15)1243120 被連接在：尾燈2 6、車速表4 0 0、頭燈4 1、剎車燈2 6 a、 喇叭4 0 2、及方向燈7 8、7 8的另一端。 用來驅動電動機1 〇 〇的驅動器1 〇 3的車速脈衝埠丨〇 3 c ，是經由稱合器4 0 4 a被連接在車速脈衝ί阜2 5 i ’車速脈衝 璋2 5 i，是與電池管理單元2 5的車速檢測器2 5 p連接著：， 來自於驅動器1 0 3的車速脈衝資訊會被發訊到車速檢_ _ 2 5 p，則車速檢測器2 5 p會根據所接收到的車速脈衝來言十 算出車速。車速檢測器2 5 p是經由通訊埠2 5 〇而與車速表 400連接著，將所算出的車速發訊到車速表400，以車速 表4〇〇來顯示。電池管理單元25與驅動器103之間的資 訊的收訊發訊’是使用：經由耦合器4 0 4 a所連接的電池 管理單元的通訊埠2 5 j與驅動器1 〇 3的通訊埠1 0 3 b之間 的線路來進行。同樣地，驅動器1 〇 3的起動輸入埠1 〇 3 a， 是經由耦合器4(Ha而與起動埠25k連接，來自於電池管 理單元2 5的讓驅動器1 0 3內初始化等的指令，是使用該 線路來進行傳達。AC輸入埠25m，是當充電時連接於外 部的交流電源的埠部。電池管理單元2 5的2 5 η，是用來儲 存：電池剩餘量資訊、經歷資訊、總行駛距離資訊（第1 0 圖中的總距離）、旅程行駛距離資訊（第1 0圖中的旅程 )、時鐘資訊等的記憶體，記憶體2 5 η，是經由通訊埠 25〇而與車速表400連接。用來接收這些資訊的車速表 400，是在第9圖所說明的各顯示部顯示對應的資訊.電 池剩餘量資訊，是顯示於電池剩餘量顯示部4 0 0 a，在預定 的情況’電池殘餘量警告顯示部4 〇 〇 g會點亮。總行駛距 -18- (16) (16)1243120 離資訊、旅程行駛距離資訊是顯示在距離顯示部400c。 以下，是針對第1 0圖的電池管理單元2 5以外的裝置 間的連接來加以說明。安裝於把手7 7的用來檢測油門開 度的油門感應器7 7 a、以及用來將安裝於車把桿3 5的牽車 控制予以啓動的牽車開關35a，是經由耦合器4 04 b被連接 在驅動器1 〇 3的油門/牽車控制方式輸入ί阜1 〇 3 d。安裝於 座墊 2 7的用來檢測駕駛者乘坐、非乘坐狀態的座墊開關 2 7 a，是經由耦合器4 0 4 c被連接在驅動器1 〇 3的座墊開關 輸入璋1 0 3 e。驅動器1 〇 3的轉子角度輸入埠1 〇 3 f，是經 由耦合器404d而與電動機1〇〇的轉子角度感應器連接著 ，電動機1 〇 〇的轉子角度資訊會被傳達到驅動器1 0 3，驅 動器1 0 3則根據該數値來求出車速脈衝。驅動器1 〇 3的正 極，是經由保險絲4 1 4、插座4 1 0、插頭4 0 8，而連接到第 1 〇圖的左側的電池的正極與整流用電容器1 0 4的其中一方 的端子。而驅動器1 〇 3的負極，是經由保險絲4 1 2、插座 4 1 1、插頭4 0 9，而連接到第1 〇圖的右側的電池} 8的負極 與整流用電容器1 04的另一方的端子。 接著，針對電池管理單元2 5的機能來加以說明。電 池管理單元2 5，是具有：根據經由電壓檢測埠2 5 c及溫度 檢測ί阜2 5 e所得到的資訊來進行電池的充電控制的機能。 而又具有：根據經由電池1 8、1 8的電壓値與電流檢測埠 2 5 f所得到的電流値來計算電池剩餘量的機能。電池管理 單元2 5，會藉由·· A C輸入埠2 5 m的電源連接、主開關4 2 的接通、電池電壓過大而起動，分別進行：充電控制、驅 -19- (17) (17)1243120 動器起動、及以過大電壓防止模式來進行驅動器起動的處 理。而因應需要，電池管理單元25會對驅動器103發出 更新放電的指令’也具有使電池1 8、1 8放電的機能。 接著’使用第1 〇圖來說明當電動機起動時的記憶體 2 5 ri的內容更新及顯示於車速表4 0 0的過程。 首先，當按壓主開關4 2時，會經由電池管理單元2 5 的起動埠2 5 a使電池管理單元2 5起動，經由電池管理單 元2 5的電壓檢測ί阜2 5 c、充電ί阜2 5 d、溫度檢測ί阜2 5 e、 電流檢測璋2 5 f來檢測出電池1 8、1 8的電壓、充電狀態 、溫度狀態、電流。電池管理單元2 5，會讀取出儲存於記 憶體2 5 η的資訊，配合從電池1 8、1 8所檢測出的狀態來 將剩餘量資訊更新。而將儲存於記憶體2 5 η的電池剩餘量 資訊、經歷資訊、總行駛距離資訊、旅程行駛距離資訊、 時鐘資訊經由通訊瑋2 5 〇而發訊到車速表4 0 0。接收這些 資訊的車速表4 0 0，會在第9圖所說明的各顯示部顯示對 應的資訊。電池剩餘量資訊，會顯示在電池剩餘量顯示部 4 0 0 a，在預定的情況會將電池剩餘量警告顯示部4 0 0 g點 亮。而將總行駛距離資訊、旅程行駛距離資訊顯示在距離 顯示部4 0 0 c。 接著，驅動器1 0 3會以從電池1 8、1 8所供給的電力 來起動，會從電池管理單元2 5的起動埠2 5 k將起動訊號 傳輸到驅動器1 〇 3的起動輸入埠1 〇 3 a，來將驅動器1 0 3初 始化。驅動器】〇 3，會從油門/牽車控制方式輸入埠1 〇 3 d 檢測出油門感應器7 7 a的油門開度，因應油門開度的角度 -20- (18) 1243120 來驅動電動機1 0 0。電動機1 ο ο，是經由減速機 驅動後輪2 3 (參照第7圖）。在電動機1 0 0起震 動器1 0 3，會經由轉子角度輸入埠1 〇 3 f以電動榜 子角度感應器檢測出轉子角度，根據該資訊來核 脈衝。所檢測出的車速脈衝，是從驅動器1 〇 3甶 埠1 0 3 c發訊到電池管理單元2 5的車速脈衝埠 被發訊到車速檢測器2 5 p。接收到車速脈衝的車 2 5 p ’會將車速脈衝轉換成車速，經由通訊埠2〗 到車速表4〇〇，在車速表400的速度顯示部400b 速。而根據車速的資訊來更新總行駿距離與旅程 ，則同樣地會將更新資訊發送到車速表4 0 0。藉 車速表4 0 0內不需要記憶裝置，會從電池管理單 由通訊埠2 5 〇發訊出電池剩餘量資訊、經歷資訊 距離資訊、時鐘資訊，而可顯示在車速表400的 部 400c 。 電池管理單元2 5，除了車速之外，會根據儲 體2 5 η的電池剩餘量、從電池1 8所得到的電池 及電池電流的資訊，來計算出剩餘行駛距離，經 25〇將其發送到車速表40 0，其資訊會被顯示在葬 的距離顯示部4 0 0 c。 接著，使用第1 1圖，針對在驅動器1 〇 3的 機能檢測出異常情況時的對車速表4 00進行通知 進行說明。在通常的行駛狀態，驅動器1 0 3，會 度輸入埠l〇3f經由耦合器4(Hd接收來自於電動 構1 5 8來 J之後，驅 i 1 〇 〇的轉 :測出車速 f車速脈衝 25i，並且 速檢測器 5 〇而發訊 會顯示車 行駛距離 此，則在 :元25經 、總行駛 距離顯示 存在記憶 電壓、以 由通訊埠 [速表400 自我檢測 的機能來 從轉子角 機100的 -21 - (19) (19)1243120 轉子角度感應器的轉子角度感應器訊號，從該訊號得出車 速脈衝訊號。同圖（a )，是顯示轉子角度感應器訊號的 三相交流的電流値的變化，如同圖（b )得出正常的曲線 所示的車速脈衝訊號。驅動器1 0 3，是經由車速脈衝埠 1 〇 3 c將車速脈衝訊號發送到電池管理單元2 5。從車速脈 衝埠2 5 i接收車速脈衝訊號的電池管理單元2 5，會從車速 脈衝求出負載率’將其數値監測作爲通常時的負載率。如 同圖（b )的正常時的曲線所示，在正常的情況會將負載 率算出爲50%。 驅動器1 〇 3，藉由自我檢測機能，來檢測出驅動器 1 〇 3內的各感應器的故障、或藉由檢測出流動於電動機 1 〇 0的過大電流來檢測出故障情形。當檢測出異常情況時 ，驅動器1 〇3，會使車速脈衝訊號降到預定的値以下（例 如如同圖（b )的異常時所顯示的25%)，將車速脈衝訊 號發訊到電池管理單元2 5。則電池管理單元2 5能根據車 速脈衝的負載率的變化而迅速地檢測出故障狀態，藉由將 故障資訊顯示在車速表4 0 0的異常顯示部4 0 0 f，則能立即 地通知駕駛者。 該實施例的技術，是使用作爲引擎車輛用，可藉由與 能儲存總行駛距離及旅程行駛距離的 ECU ( Electronic Control Unit)的組合，而可提供廉價的儀表或維修系統 【圖式簡單說明】 -22- (20) 1243120 第1圖是本發明的一種實施方式的電動車輛的側面圖 〇 * 第2圖是顯示同實施方式的電動車輛的車體框架的側 -面圖。 第3圖是同實施方式的電動車輛的俯視圖。 第4圖是顯示同實施方式的車體框架的俯視圖。 . 第5圖是顯示同實施方式的電動車輛所搭載的電池的 剖面圖。 φ 第6圖是同實施方式的動力單元的側面圖。 第7圖是第6圖的8 - 8線剖面圖。 第8圖是同實施方式的牽車開關周圍的立體圖。 第9圖是同實施方式的車速表的顯示部的正面圖。 第10圖是同實施方式的電動車輛的電路圖。 第1 1圖是同實施方式的轉子角度感應器訊號及車速 脈衝訊號的時序流程圖。 【主要元件符號說明】 - 1 8 :電池 _ 2 5 :電池管理單元 25η :記憶體 2 5 0 :通訊ί阜 1 0 0 :電動機 - 1 0 3 :驅動器 400 :車速表 -23-Effect Transist (Field Effect Transistor)) and other switches 〇 〇 6 is a drum arm used to brake the rear wheels 2 3, and 107 is an adjustment mechanism connected to the front end of the brake arm 106 The adjusting member 1 07 is connected to the brake lever (without the cable '111 is an outer cable which can freely accommodate the steel wire 108 to hold the brake lever. The steel wire 1 0 8 and the adjusting member 1 0 7 are used to swing the brake lever. The rotating shaft of 106 is the cam member provided on the brake shaft, and the cam member is used to make "the relay bracket for the lamp 82 .. 丨 the top view is a visible view) the opposite side [〇〇 ， and The photo is supplied to the electric drive 104104. The electric cable is transmitted from the electric motor to the rear-wheel FET (brake made of Field members, 108 is shown). The brake arm is held by holding the brake arm 1 0 6 1 〇9 The front piece (details -12- (10) (10) 1243120 will be described later) will be pressed on the brake drum (detailed details will be described later) to brake the rear wheels 2 3. Adjustment member 1 〇 7 is a mechanism for adjusting the initial angle of the brake arm 106 191 is the lower end mounting portion of the shock absorber provided at the lower end of the rear suspension unit 24 (refer to FIG. 1). 丨 9 8 is attached to the vehicle body frame 1 1 via the swing shaft (refer to FIG. 2). The frame mounting portion of the power unit support member 7 1 (see FIG. 2) on the side. In this embodiment, the output shaft 1 0 of the motor 100 is biased toward the rear diagonally upward of the axle 102. By arranging the output shaft 101 and the axle 102 in this way, the length of the vehicle body in the front-rear direction can be shortened, and the vehicle body can be miniaturized. The output shaft 1 01 can also be arranged diagonally above the front of the axle 102. FIG. 7 is a sectional view taken along line 8-8 in FIG. 6. The power unit 22 is provided with a unit case 121 for accommodating a motor, a drum brake device 122 mounted on the side of the unit case 121, and The above-mentioned axle 1 〇2 is mounted on the drum brake device 1 2 2. The unit housing 1 2 1 ′ is composed of a housing body 1 2 5 on the rear wheel 2 3 side, and bolts 126. · (在 图Only one is shown in the figure) The housing case 1 27 is installed on the open side of the case body 1 2 5 and is divided into The electric motor 100 is composed of a stator 131 mounted on a housing main body 125, and the above-mentioned output shaft 1 0 1 rotatably mounted on a unit housing 1 2 1 via a bearing 1 3 2, 1 3 2 And a rotor 1 3 4 which is spline-coupled to the output shaft 1 0 1 and is an outer rotor type structure. 1 3 7 is a tooth portion formed at the front end of the output shaft 1 0 1 '1 3 8 It is a dust-proof seal member. -13- (11) (11) 1243120 The drum brake device 122 is a device mounted on the inner side 125a of the housing main body 125 with bolts 144. It is composed of a bearing 1 4 5 together with the housing main body 125 1 4 5 The base 1 rotatably supports the axle 1 0 2 1 6 The above-mentioned brake shaft 1 0 9 which is rotatably mounted on the base 1 4 and the brake arm 1 0 6 is mounted on one end thereof The cam member (not shown) at the other end of the brake shaft 1 09 is pressed by the rotation of the cam member and opened to the outside in the diameter direction. 1 The brake drum abuts on the cup-shaped structure of the inner surface 5 and the brake arm 10 6 described above. The axle 102 is formed with a toothed portion 1 5 5 meshing with a toothed portion 137 of the output shaft 101 and a male splined portion 1 5 6. 1 5 7 provided at the base portion 1 The dust-proof seal member between 46 and the axle 102 is a hole portion through which the axle 102 passes. The output shaft 101 having the above-mentioned tooth portions 1 37 and the axle 1 102 having the above-mentioned tooth portions 15 5 are members constituting the reduction mechanism 158. The rear wheel 23 is composed of a wheel portion 16 1 attached to the axle 102 and a tire portion 16 2 attached to an outer peripheral portion of the wheel portion 16 1. The wheel portion 1 6 1 is the brake drum 1 5 2 composed of a hub portion 166 and a cup-shaped drum portion 167 formed with a female spline portion 165 coupled to a male spline portion 156 of the axle 1 002. A disc portion 168 mounted on the outer peripheral surface 15 2 a of the brake drum 15 2 and a rim portion 1 71 mounted on the outer peripheral portion of the disc portion 16 8. 1 7 3, 1 7 4 are gaskets and nuts used to mount the rear wheels 2 3 to the axle 102. Next, the structure of the power unit 2 2 shown in FIG. 7 will be described in more detail (-14) (12) (12) 1243120. The wheel portion 16 1 has a center side (ie, a drum portion 16 7 side) protruding from the center in the vehicle width direction of the rear wheel 23 toward the opposite side of the motor 100. That is, the hub portion 16 of the rear wheel 23, which is the center of rotation, is in an offset state. As described above, the wheel portion 16 is provided in an offset manner, and the reduction mechanism 158 provided between the electric motor 100 and the rear wheel 23 is arranged in a sinking manner, even if a so-called damping power unit 22 is used. The amount of protrusion of the power unit 22 with respect to the rear wheel 23 toward the side of the vehicle body may be reduced. Therefore, the power unit 22 and the rear wheels 23 can be arranged at a substantially center in the vehicle width direction. Next, power transmission from the rear wheels 23 to the electric motor 100 will be described. The drive current is supplied to the stator 1 31 by the control from the driver 103. The drive current is controlled by, for example, PWM (Pulse Wide Modulation). The so-called P WM control method is to apply a pulse-like voltage to the motor 100 and change the ratio (load factor) of the interval between the pulses of 0 N and 0 FF to control the number of revolutions of the motor 100 (and Torque). By the above PWM control, the rotating magnetic field generated around the stator 31 is used to rotate the rotor 134, and the output shaft 1 001 is rotated. The power from the output shaft 101 is decelerated through the toothed portions 1 37 and 1 5 and transmitted to the axle 1 2. In this way, let -15- (13) (13) 1243120 power from the motor 100 be decelerated to communicate to the rear wheels 23. Although the present embodiment shows a reduction mechanism in which the reduction ratio of the output shaft 101 and the axle 102 is fixed, the power from the electric motor 100 may be shifted by another transmission to reverse it. The wheel 23 performs a transmission structure. As such a reduction mechanism, for example, a stepless transmission can be used. The electric vehicle of this embodiment also includes a regenerative charging mechanism. In other words, when the drum brake device, the front wheel brake device and the like are actuated to decelerate the electric vehicle 10, the function of the electric motor will be driven as a generator, and when decelerating, it will be transmitted from the rear wheels 2 3 The rotating force to the motor 100 is converted into electric energy, and then stored in the batteries 18, 18. FIG. 8 is a perspective view of the pull switch 3 5 a and the handle 7 7 included in the handlebar lever 3 5 of the electric vehicle according to the present embodiment. The handle 7 7 is a structure of the handle-type thumb-throttle accelerator described above. Make up. The pull switch 3 5 a pressed when the driver performs the pull control is the upper switch case 3 5 b and the lower switch case 35 c and is fixed to the handlebar 35. Fig. 9 is a plan view of a display portion of a speedometer 400 of the electric vehicle according to the present embodiment. 4 0 0 a is a battery remaining amount display section that indicates the remaining amount of the battery and decreases the number of block lights as the remaining amount of the battery decreases. 400 b is a speed display section that displays speed digitally. 4〇c is a distance display unit that displays the total travel distance, travel distance, and remaining travel distance digitally. The driver can switch between the total travel distance and the travel distance by using the switch 4 00d and the switch 4 0 e. Distance, and remaining driving distance. 400f is illuminated when the driver 10 detects that the motor 100--16- (14) (14) 1243120 is overheated or the current is too large and judges it to be a fault. This is an abnormal display for the driver to pay attention to. Although 400 g is the same as 400 a for displaying the remaining amount of battery, it lights up when the remaining amount of battery is less than 20%, and warns the driver of the remaining amount of battery warning display. FIG. 10 is a circuit diagram of an electric vehicle according to this embodiment. The connection between the port of the battery management unit 25 and other devices will be described below. The main switch 4 2 is connected to the start port 2 5 a and the anti-theft port 2 5 b of the battery management unit 25. The main switch 4 2 is a line connected between the negative electrode of the left battery 18 and the positive electrode of the right battery 18 through the fuse 4 1 6 in FIG. 10. The line is divided and connected to the voltage detection. Port 2 5 c. The temperature fuses 18 c and 18 c of the batteries 18 and 18 are connected in series, one end of which is connected to the charging port 25 d. The lines are also divergent and connected to the voltage detection port 2 5 c. Each end of the thermistor 1 8 d and 1 8 d of the battery 18, 18 is connected to the temperature detection unit 2 5e, and the other end is connected to the GN D unit 2 (ground port portion) 2 51. The ammeter 4 06 is installed in a bundle: a line connecting the negative electrode of the battery i 8 and the negative electrode of the driver 103, and a line connected to the thermistor 1 8 d and GND ± 2 51 The ammeter 4 06 is connected to the current detection port 2 5 f. The output 璋 2 5 h is connected to one end of the electric vehicle's taillight 25 and the speedometer 4 0 〇 and the turn signal relay 9 1 'is connected to one end of the headlight 4 1 via a switch 4 i 8. The switches 4 2 4 and 4 2 6 are connected to one end of the brake light 26 a and are connected to one end of the horn 40 2 via a switch 422. The other to the ends of the relay 9 for a turn signal are connected to one end of the turn signals 78 and 78 via a switch 420. GND port 25g is -17- (15) (15) 1243120 is connected to: tail light 2 6, speedometer 4 0 0, head light 4 1, brake light 2 6 a, horn 4 0 2, and direction light 7 8 , 7 8 at the other end. The vehicle speed pulse port 〇〇3c of the driver 1 〇3 for driving the motor 100 is connected to the vehicle speed pulse via the coupling device 4 0a. The vehicle speed pulse 阜 2 5 i is the same as The vehicle speed detector 2 5 p of the battery management unit 25 is connected: the speed pulse information from the driver 103 will be sent to the vehicle speed check _ _ 2 5 p, then the vehicle speed detector 2 5 p will be received according to the received Arrive the speed pulse to determine the speed. The speed detector 25p is connected to the speedometer 400 via the communication port 250, and the calculated speed is transmitted to the speedometer 400 and displayed on the speedometer 400. Receiving and transmitting information between the battery management unit 25 and the driver 103 is to use: communication port 2 5 j of the battery management unit connected via the coupler 4 0 4 a and communication port 1 0 3 of the driver 1 0 3 b line. Similarly, the start input port 1 03 a of the driver 103 is connected to the start port 25k via the coupler 4 (Ha, and the commands from the battery management unit 25 to initialize the driver 103, etc. are Use this line for communication. The 25m AC input port is a port that is connected to an external AC power source when charging. The battery management unit 2 5 2 5 η is used to store: battery remaining information, experience information, total The memory of driving distance information (total distance in Fig. 10), travel distance information (journey in Fig. 10), clock information, and the like, the memory 2 5 η is connected to the vehicle speed via the communication port 25. The meter 400 is connected. The speedometer 400 used to receive this information displays corresponding information on each display section illustrated in FIG. 9. The remaining battery information is displayed on the remaining battery display section 4 0 0 a. In the case of 'battery remaining amount warning display 400g will light up. The total driving distance -18- (16) (16) 1243120 distance information, journey distance information is displayed on the distance display 400c. The following is for the first 1 0 Battery Management Unit 2 The connection between devices other than 5 will be described. A throttle sensor 7 7 a installed at the handle 7 7 for detecting the accelerator opening degree, and a pull sensor for activating the drag control attached to the handlebar 3 5. The car switch 35a is connected to the driver 1 〇3 through the coupler 4 04 b, and the throttle / driving control mode input fu 1 〇3 d. It is installed on the seat cushion 2 7 to detect the driver ’s riding or non-riding status. The seat switch 2 7 a is a seat switch input 璋 1 0 3 e of the driver 1 〇3 via a coupler 4 0 4 c. The rotor angle input port 1 〇3 f of the driver 1 〇3 is The coupler 404d is connected to the rotor angle sensor of the motor 100, and the rotor angle information of the motor 100 is transmitted to the driver 103, and the driver 103 determines the vehicle speed pulse based on the data. The driver The positive electrode of 〇3 is a terminal connected to one of the positive electrode of the battery on the left side of FIG. 10 and the rectifying capacitor 104 through a fuse 4 1 4, a socket 4 10, and a plug 408. And The negative terminal of driver 1 〇3 is connected via fuse 4 1 2. 4 1 1. Plug 4 0 9 and connect to the negative terminal of the battery on the right side of Figure 10 and the other terminal of the rectifying capacitor 104. Next, the function of the battery management unit 25 will be described. The battery management unit 25 has a function of performing charge control of the battery based on information obtained through the voltage detection port 2 5 c and the temperature detection unit 2 5 e. It also has: based on the battery 18, 18 The voltage 値 and the current 埠 obtained from the current detection port 2 5 f are used to calculate the function of the remaining battery capacity. The battery management unit 25 will be started by the power connection of the AC input port 2 5 m, the main switch 4 2 is turned on, and the battery voltage is too high to start, respectively: charge control, drive -19- (17) (17 ) 1243120 The actuator starts and the driver starts in the overvoltage prevention mode. In response to the need, the battery management unit 25 issues a command to the driver 103 to update the discharge, and it also has a function to discharge the batteries 18 and 18. Next, the process of updating the content of the memory 2 5 ri and displaying it on the speedometer 4 0 0 when the motor is started will be described using FIG. 10. First, when the main switch 4 2 is pressed, the battery management unit 2 5 will be started via the start port 2 5 a of the battery management unit 2 5, and the voltage detection of the battery management unit 2 5 will be performed. 2 c. Charging 2 5 d, temperature detection 阜 2 5 e, current detection 璋 2 5 f to detect the voltage, charging state, temperature state, and current of the battery 18, 18. The battery management unit 25 will read the information stored in the memory 2 5 η, and update the remaining information in accordance with the status detected from the batteries 18 and 18. The remaining battery information, experience information, total travel distance information, journey distance information, and clock information stored in the memory 2 5 η are transmitted to the speedometer 4 0 0 through the communication 2 5 0. The speedometer 4 0 0 that receives these information will display the corresponding information on each display section described in FIG. 9. The remaining battery information will be displayed on the remaining battery display section 4 00 a, and the predetermined battery condition warning display section 4 0 g will light up. The total travel distance information and the travel distance information are displayed on the distance display section 4 0 c. Next, the driver 103 will start with the power supplied from the batteries 18 and 18. The start signal will be transmitted from the start port 25k of the battery management unit 25 to the start input port 1 of the driver 103. 3 a, to initialize the drive 103. [Driver] 〇3, the throttle opening of throttle sensor 7 7 a will be detected from throttle / travel control mode input port 1 〇3 d, according to the angle of throttle opening -20- (18) 1243120 to drive the motor 1 0 0. The electric motor 1 ο ο drives the rear wheels 2 3 via a reduction gear (see FIG. 7). When the motor 100 starts the vibrator 103, the rotor angle input port 103 is used to detect the rotor angle with an electric angle sensor, and a nuclear pulse is generated based on the information. The detected vehicle speed pulse is transmitted from the driver 103, port 103c to the vehicle speed pulse port of the battery management unit 25, and transmitted to the vehicle speed detector 25p. The vehicle receiving the speed pulse 2 5 p ′ will convert the speed pulse into the vehicle speed, and through the communication port 2 to the speedometer 400, the speed is displayed on the speed display section 400b of the speedometer 400. The headquarter distance and journey are updated according to the speed information, and the update information is similarly sent to the speedometer 4 0 0. The borrowed speedometer 400 does not require a memory device, and will send battery remaining information, experience information, distance information, and clock information from the battery management list through port 2500, and it can be displayed in the speedometer 400 section 400c. The battery management unit 25, in addition to the vehicle speed, will calculate the remaining driving distance based on the remaining battery capacity of the battery 2 5 η, the battery and battery current information obtained from the battery 18, and send it via 25 To the speedometer 40 0, the information will be displayed on the distance display section 4 0 c. Next, using FIG. 11, the notification of the speedometer 4 00 when an abnormality is detected by the function of the driver 103 will be described. In the normal driving state, the driver 103, the degree input port 103f via the coupler 4 (Hd receives from the motorized structure 158 to J, and then drives the i1 00 turn: the vehicle speed f vehicle speed pulse is measured 25i, and the speed detector 5 〇 and the message will show the distance traveled by the car, then: at 25 yuan, the total distance traveled shows the existence of memory voltage, using the communication port [speedometer 400 self-testing function 100-21-(19) (19) 1243120 The rotor angle sensor signal of the rotor angle sensor, from which the vehicle speed pulse signal is derived. As shown in the figure (a), it is a three-phase AC signal showing the rotor angle sensor signal. The change of the current ， is as shown in the normal curve of the vehicle speed pulse signal (b). The driver 103 sends the vehicle speed pulse signal to the battery management unit 25 via the vehicle speed pulse port 1 〇3. From the vehicle speed Pulse port 2 5 i The battery management unit 25 that receives the vehicle speed pulse signal will find the load factor from the vehicle speed pulse and monitor its number as the normal load factor. As shown in the normal curve in Figure (b), Under normal circumstances The load factor is calculated as 50%. Driver 1 〇3 detects the failure of each inductor in driver 1 〇3 by the self-test function, or detects the excessive current flowing in the motor 〇1. Failure situation. When an abnormal condition is detected, the driver 1 0 will reduce the vehicle speed pulse signal to below a predetermined threshold (for example, as shown in the figure (b) 25% when abnormal), and send the vehicle speed pulse signal. Go to the battery management unit 25. The battery management unit 25 can quickly detect the fault status according to the change of the load rate of the vehicle speed pulse, and display the fault information on the abnormal display section 4 0 0 f of the speedometer 4 0 0 The driver of this embodiment can be notified immediately. The technology of this embodiment is used as an engine vehicle, and can be combined with an ECU (Electronic Control Unit) that can store the total distance traveled and the distance traveled by the journey. Meter or maintenance system [Schematic description] -22- (20) 1243120 Fig. 1 is a side view of an electric vehicle according to an embodiment of the present invention. 0 * Fig. 2 is a diagram showing an electric vehicle of the same embodiment. A side-surface view of a vehicle body frame of a vehicle. FIG. 3 is a plan view of an electric vehicle according to the same embodiment. FIG. 4 is a plan view of a vehicle body frame according to the same embodiment. Sectional view of the battery mounted on the vehicle. Φ Figure 6 is a side view of the power unit of the same embodiment. Figure 7 is a sectional view taken along line 8-8 of Figure 6. Figure 8 is a car switch of the same embodiment. A perspective view of the surroundings. Fig. 9 is a front view of a display portion of a speedometer according to the same embodiment. Fig. 10 is a circuit diagram of an electric vehicle according to the same embodiment. FIG. 11 is a timing flowchart of a rotor angle sensor signal and a vehicle speed pulse signal in the same embodiment. [Description of main component symbols]-1 8: battery _ 2 5: battery management unit 25η: memory 2 5 0: communication 1 0 0: electric motor-1 0 3: driver 400: speedometer -23-